Dirigible vehicle.



G. H. BARNES.

DIRIGIBLE VEHICLE.

APPLICATION mw ma. 16. 191:..A

.5 SHEETS-SHEET l.

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Patented May 23 v www@ w 0 m f; uvz .rw au 3.a #QM /Mw 2H a WH m Mm G dwG. H. BARNES. nmzmiLE VEHICLE.

APPUCATION FILED FEB. 16. l95.

ssHEETs-SHEET s,

Patented. May 23,1916.

G. H.. BARNES.

DIRIGIBLE VEHICLE.

APPLICATION FILED 58.16. 1915.

5 SHEETS-SHEET 4.

Patented May 23, 1916.

G. H. BARNES.

DJRIGIBLE VEHlCLE.

APP'ucATloN FILED F5516. 1915.

Patented May 23, 19%.

DIRIEGBLE VEHICLE.

Specification of Letters Patent.

Patented. May 23, i915.

Application led February 16, 1915. Serial No. 8,656.

To @ZZ whom 'it may concern:

Be it known that I, GEORGE H. BARNES, a citizen of the United States,residing at East Highlands, inthe county of San Bernardino and State ofCalifornia, have invented new and useful Improvements in DirigibleVehicles, of which the following is a specification.

This invention relates to an improved power driven vehicle and moreparticularly to the driving and control mechanism whereby the power istransmitted to both propeland steer the vehicle.

It is an object of the invention to obtain greater flexiblitv ofcontrol, to accomplish the steering action by the power plant, and

hence with greater ease to the operator and to apply the propellingpower with maximum effect to all of the vehicle wheels so that all ofsaid wheels are eiieetual in malntaining traction.

A further object is to simultaneously and continuously drive twoco-axial traction wheels with equal power when the'vehicle is goingstraight and to shift a portion of the propelling power from one to theother of such wheels as the vehicle is turned from a straight course soas to apply the power' in greater measure to that one of the'tractionwheels requiring the greater power 1n conselquence of the difference inspeeds between said wheels, that is to say, l regard this invention aspioneer in that I apply three motors for the driving of two co-axialtraction wheels, each of said wheels being at all. times driven by itsparticular. motor and the power of the third motor being appliedselectively to the driving of both wheels on the straight course and tothe wheels when the vehicle turns in one direction and to the driving ofthe other of said traction wheels when the vehicle turns in the otherdirection.

A furtherobject is to generate the propelling power; under a constantload upon.

the generator andJ to vapply the power as needed through separate meansto aecomplish propulsionand dirigibility of the vehicle. p

.A further object is to dispense with transmission gear wheels and theusual change speed mechanism heretofore 1n use 1n automobileconstruction. l

-An'especial object is to facilitate the steering of the vehicle'fandthus prevent.

shocks andV disturbance to the operator from inequalities andobstructions in the course over which the vehicle is driven.

Another object of the invention is to `avoid the necessity of a numberof variable connections between the propellingnmeans and the tractionwheels when the motive power is carried upon a spring-supported frame.

Another object is to generate and store the motive power and applyingsaid power with maximum effect for traction purposes 1n sulicientquantities as needed, so that all of the stored-up power is availableand may be used in propelling the vehicle up a hill or inclined coursewithout overloading the power generator, thereby obviati'ng the va rioustroubles due to overheating, failure of the fuel supply and the like,often enc) 1untered with in the running of automo- Another object is togenerate and store power for tractive purposes, that the power maybemaintained at maximum at nominal expense for fuel and lubricating oils.

Another object is thcprovision of differential mechanism devoid of gearwheels.

Another object is to simplify the controlling operations of Yanautomobile so that besides the usual brakes there are only the throttlelever and steering element requiring the operators immediate attentionto lgolntrol the speed and course of the automo-V Another object is toeffect the foregoing without the use of steam and consequently withoutit being maintain a supply of water.

While the embodiment of the invention as herein provided for is welladapted to serve the objects of the invention it is to be understoodthat the invention is not limited to the precise construction exhibitedin the drawings filed herewith; b'ut that variations, alterations andmodifications of minor import may be made without departing from orsacrificing any of the advantages of the invention. f

Other objects and advantages may appear from the subjoined detaildescription.

The accompanying drawings illustrate the invention.'

Figure .l is a` side elevation of 4a chassis built in accordance withthis invention, the two near wheels being omitted for olea-mess ofillustration. Fig. 2 is a plan view of Fig.

necessary to carry and leo 1 with all the wheels intact, the ignitionsystem and air-controlled switch being omitted, and the crank shaft ofthe explosive engine being partly broken away for clearness ofillustration. Fig. 3 is a plan View of some of the parts shown in thepreced-v ing views illustrating the differential mechanism and thedriving connections between the fifth wheel and rear axle, the frontwheels being shifted into fectinga right hand turn of the vehicle andone of the front Wheels being partly broken away to contract the view.Fig. 4 is a fragmentary plan view of the fore part of the chassis shownin the preceding views to illustrate the valve-gear-shifting connectionsbetween the reach and fifth wheel. Fig. 5 is an elevation mainly insection on line indicated by @a5-m5, Fig. 3, illustrating the three-partrear axle. Fig. 6 is an-enlarged fragmentary elevation partly in sectionon irregular line indicated by m6-m, Fig. 2. Fig. 7 is an enlargedsectional detail of the king pin and the sleeves of thevalve-gear-shifting connections. Fig. 8 is an enlarged sectional detailof some of the parts in Fig. 6, dotted lines indicating the operatingparts in a latched position and solid lines indicating said parts in alatclifretracted position. Fig. 9 is an enlarged fragmentary perspectiveview mainly in section on line indicated by @cn-m9, Fig. 3. Fig. 10 isaview, .partly diagrammatic, of the ignition system, thepressure-controlled switch, explosive engine the pressure-controlledswitch being shown in mid-section on a much larger scale than the otherparts for clearness of illustration. Arrows on the section lines in someof the views indicate the direction-of sight.

The dirigible vehicle shown in the drawings is constructed with aninitial iuidcompressing power plant a of any suitable character, aHuid-operated powerdistributing plant b of suitable design, noveldifferential mechanism c, a fifth wheel d having novel drivingconnections with the diierential mechanism, and manually-operated meanse to control said driving connections.

The power plant a. in the instance shown comprises a four-cylinderexplosive Lengine 1 mounted on a suitable frame 2 of the chassis, saidengine being provided with a crank shaft 3 extending lengthwise of saidframe to ,near the middle thereof and connected by a crank 4 to thepistons 5 of air compressors 6 vwhich discharge compressed air throughpipes 7 into compressed air tanks 8 that together constitute anaccumulator, said air compressors and tanks being mounted on the frame2.

The air tanks 8 are connected across from 'one tothe other, by aprcssure-equalizing pipe 9 sothat the pressures in both tanks.will..be.the same as one another.

a position for ef and one of the air tanks,.

More To control the range of pressure in the air tanks 8 so that saidpressure will not rise beyond a desired maximum and will not fall belowa desired minimum, the hfollowing. provision is made: An ignition systemof the usual character may be provided and in the instance shown,seeFigs', 1'1, and 10, said system includes a source of electric currentas, for instance, a magneto 10, and also includes a, timer 11, sparkplugs 12, wires 13 connecting the magneto t`o` the(4 spark plugs andwires 14 connecting the spark plugsv to the timer. The magneto10.-..afnd timer 11 are connected by wires 1'5, 16 to, apressure-controlled switch 17 of which the valve. 4plug 18 opens andcloses the inlet and outlet ports 19, 20 respectively connected by apipe 21 to one of the tanks 8 and by a pipe 22 and manifold 23 to thecylinders of the combustion engine. The pipe 22 is provided with tooveibalance the predetermined maximum pressure, but is suiiicientlystrong to overbalance the predetermined minimum pressure, so that whenthe pressure rises to the maximum of, for instance, three hundred poundsper square, inch, the valve plug will be operated by the compressed airto move a spring actuated bridging contact plate 25 away from terminalcontacts 25 to throw out the switch and close the ports 19, 2O and sothat when the pressure falls to the minimum of, for instance, twohundred and fifty'pounds per square inch, the valve plug will beoperated by the spring to open the ports 19, 20, and close the switch.

From the foregoing it is seen that when the valve plug 18 is operated toopen the ports 19, 20 compressed air will flow into the explosive engine1 to start said engine,

and that when the valve plug voperates to open the switch andlclose theports ignition cannot take place and the engine will stop and compressedair cannot lflow to start said engine until the ports are again. opened.

detailed description of the pressurecontrolled switch 17 isV unnecessaryas said switches' arewell known'.

The fiuidloperated power-distributing plant b comprises two sets of air"engines, a

front set of two engines and a rear set of three engines, each airengine in the instance shown 1n the drawings having a pair `or cylinders26 between which cylinders for the various air engines extend theengine` 28 of thegfront engines and 30, 31 of the rear engines re- Eachof said air engines is proa suitable valve gear 32 haring pitmen 27,pitriien 29, spectively. vided with slotted links 33. The slotted links33 of the front engines areconnected to one another by a transverseshifting rod 34, which pivotally connects.

said links-to a shifting rod 35 that ispivizo.

oted to a crank arm 36 turning with a crankaxle 37 which is providedwith other crank arms 38 having their ends slotted to engage studs 39 ofa sleeve 40.

The sleeve 40 is rotatably mounted on a sleeve 41 which is verticallyshiftable on a king-pin 42 fixed in the fifth wheel al and extendingthrough the reach 42 to piv0tally connect the fifth wheel and reach.Thus the sleeve 40 is rotatable and also vertically shiftable relativeto saidV king-pin.

The sleeve 41 is provided with studs 43 similar to the studs 39 toengage the slotted ends of crank arms 44 of a crank shaft 45 journaledat 46 on the reach 42', said crank shaft having a crank arm 47 pivotedto an operating rod 48 which is pivoted to a crank arm 49 of a crankshaft 50 journaled at 5l', 52 to a bracket 53 extending laterally fromthe reach.

The crank shaft is provided at one end with a valve-gearshifting lever54 and said crank arm 49 is 55 extending rearward to atransversely-extending rod 56 which carries crank arms 57 extending'from the slotted links 33 of the rear air engines.

From the foregoing it is clear that shifting of the valve-gear lever 54will simultaneously operate all of the slotted links 33 to change theangle thereof in a manner well understood by those versed in valve-gearconstruction and operation.

The cylinders 26 are supplied with compressed air through front and rearmanifolds 58, 59 which are connectedby flexible tubes 60, 61 to athrottle valve 62 in turn connected to and receiving compressed air fromone of the air tanks 8.

The throttle valve 62 is connected by a link 63 to the lower end of afoot lever 64 pivoted at 65 to an arm 66 which is fastened l to theframe 2.

v-sections 71, 72 are wheels 74, 75 respectively. The rear-crank j' 1The cylinders 26 of the front engines together with their valve-gears 32are mounted on the fifth wheel d, and the cylinders 26 of the rearengines together with their valve-gears 32 are mounted on the rearwardlyexpanded end portion 67 of the reach. Y

The novel differential mechanism c will now be described. The reachportion 67 is provided with pairs of axle boxes, two side pairs 68, 69and an intermediate pair 70 and said boxes serve to journal a sectionaorthree-piece rear crank axle formed of two end sections 71, u boxes 68,69 respectively'and an intermediate section 7 3 The axle sections 71,72, 73 connect with the pitmen 29, 30, 31, respectively.' Theendprovided with rear axle is provided between its adjacent-sec# tions .71,72 and 72, 73 with suitable clutches .shoulders 8O on tion 73 and saidclutches are thrown out of pivoted to an operating rod 72fjournaled in.the side journaled in the boxes 70..

and in the instance shown in the drawings' said clutches comprise conesocket members 76 turning with the end sections 71, 72 and cone studmembers 77 shiftable endwise on the intermediate section 73 and heldagainst rotation relative to said intermediate section by splines 78.The clutches are thrown into clutching position by springs 79 insertedbetween the stud members 77 and the intermediate axle secclutchingposition by mechanism now to be described. Said springs and mechanismconstitute selective means to selectively connect the intermediate andouter sections so that when the vehicle is moving directly, both outersections will be connected to the intermediate section; and when thefront axle is turned in one direction the outer section on one side willbe disconnected and the other or companion section remain active, andvice versa.

The clutch stud members by one arm of bell crank levers 81 vwhich havetheir other arm pivoted to connecting rods 82 that are pivoted to arocker or double bell crank leverl 83 pivotally mounted at 84 on thereach 27, so that as said double bell crank lever` is shifted from sideto side the clutches will be alternatively thrown out.

Provision is made for automatically operating the double bell cranklever 83 by turning of the front wheels 85, 86 to one side or the other,said front wheels being provided with crank axles 87, 88 journaled at89, 90 in the ifth'wheel and connected to the pitmen 11, 12respectively; and for this purpose the front end of the doublebeitel-ank lever is provided with an open-sided socket 91 adapted to beengaged by a latch-releasing pin 92, projecting downward from the rearbrace member93 of the fifth wheel, when the front wheels 85, 86 arestraight with the rear wheels 74 and 75 or are just slightly turned toone side or the other.

From the foregoing it is clear that turn ing of the iifth wheel d toguide the front wheels 85, 86 toward one side will throw out the clutchon that side and that turning of'the fifth wheel `toward the other sidewill throw out the clutch on said other side. When the fifth wheel isturned to such a degree as to move the pin 92 out of engagement with thesocket 91, the double bell- `crank lever willbe held in either of itsextreme position-s by one or the other of latchpins 94 normally pressedupward by springs 955 in sockets 96 located inthe reach 42,saidlatch-springs being prevented from turning by pins 97 fastened at theirends in the sockets and passing through slots 98 in the latch-pins. ff

The latch-pins 94 are provided' with beveled ends 99 slanting downwardtoward their adjacent sides so .that said iatchpns 77 are engaged o las' engaging and turned by can be tripped by the socketed end of thedouble bell-crank lever, the unbeveled side of the pin forming ashoulder 100 to engage and hold the double bell crank lever as in dottedlines, Fig. 8.

The latch-releasing pin 92 is provided with a beveled end 101 so as toreadily slide over the shoulder 100 to depresseither of the latch-pins94 as clearly shown in Fig. 8. Thus the fifth wheel d when turned willmove the double bell-crank lever to either of the latched positions andcan be turned to a greater degree without further moving the doublebell-crank lever.

The novel driving connections between the fifth wheel d and differentialmechanism c will now be described.' The fth wheel d is provided with asegmental gear wheel 102 a worm wheel 103 on a transverse worm shaft 104journaled at 105 on the under side of the reach 42', said worm shaftprojecting beyond one side `of the reach and being provided on theprojecting end with a pair of spaced-apart fric tion disks 106, 107moving with a sleeve 108, which is shiftably mounted on said worm shaftand is held against turning relative to said worm shaft by a spline 109.Either of the friction disks 106, 107 is' adapted to be shifted intoengagement with the periphery of a friction wheel 110 mounted on alongitudinally extending shaft 111 which is journaled at 112 to the fore 'part of the reach 42 and which is journaled at 113 to the expandedend portion67 of the reach. The shaft 111 is provided at its rear endwith 114 meshing with a bevel gear wheel 115 mounted on and turningwiththe intermediate axle section 73. l

From the foregoing it is clear that turning of the axle section 73 willcause deflection of the front wheels 85, 86 to one side orthe otheraccording as the disks 106 or 107 engages the friction wheel 110. Themanually-operated means e for controlling said driving connections willnow be described. The sleeve 108 is provided near one end with anannular groove 116 loosely engaged by a collar 117 having studs 118which are engaged by slotted arms 119 mounted on and turning shiftablymounted on a steering spindle or post 121 and rotatably mounted in thereach 42', said steering spindle being rotatably mounted by a thimble122 on the frame 2 and provided at its upper end with a hand wheel 123,there being a spline 124 to prevent relative rotation between thespindle and sleeve.

The foregoing description makes clear that turning of the hand wheel!122 to the right or left will. shift the disk 106 or 107 against thefriction wheel 110 to steer the chassis to the right or left, and hatrelative a .bevel gear wheel` with a sleeve 120 on the reach 42 by` theparts are stationary and no air pressure the operator will start thesuitable means as, for instance, by putting in to commission a sotermedself-starter 126vwhich may be of any desired construction and which neednot be shown in detail herein as the construction and operation ofself-starters is well understood and do not enter into this invention.The explosive engine 1 thus started compresses air into the tanks 8 andthe vehicle is then ready to be driven. Then the operator will depressthe foot lever 64 to open the throttle valve 62 and also will move thevalve-gear-shifting lever54 to admit compressed air into the cylinders26 of the air engine and thereby drive the wheels 74, 75, 85, 86 eitherforward or back- Ward in a manner well understood by those versed in theconstruction and operation of air engines. When the fifth wheel d is inalinement with the reach 42 asin Figs. 1 and 2 all sections 71, 72, 7 3yof the rear axle will be driven together and the power from the rear airengines will be v distributed equally to both rear wheels 7 4, 75. NowaS- suming that the operator wishes to turn to his right as in Fig. 3,he will turn the hand wheel 123 to his right thus moving the frictiondisk 106 againstthe friction wheel 110 so as to turn the worm wheel 103to the right in Fig. 3, and thereby deflect the front wheels 85, 86toward the right. This deiecting movement causes the pin 92 to shift thedouble bellcrank lever 83 so as to throw out the right hand clutch,thereby throwing the driving termediate air engine off of the axlesection in the tanks 8, explosive engine 1 by 72 so that all the powerof said engine will lagainst the friction wheel -110 to thereby rotatethe worm 103 to the left and thereby turn the fifth wheel cl intoalinement with the reach 42', thus causing the pin 92 to depress thelatch pin 94 out of engagement with the double bell-crank lever 83 andto power of the rear inshift said bell-crank lever into the positionshown in Fig. 2, thus allowing the clutch spring 79 of the right handclutch Yto throw said clutch into commission to yconnect up the axlesections 7 2, 73. When the operator wishes to turn 'to his left he willturn the hand wheel 123 to the left to throw outthe left hand clutch inthe same manner as merely opening the valve aisance above described forthrowing out the right hand clutch to throw all the power of the rearintermediate airy engine onto the right hand axle section 72. vWhen theair pressure in the tanks 8 rises above a predetermined maximum, forinstance, three hundred pounds per square inch, or falls below apredetermined minimum, for instance, two hundred and fifty pounds persquare inch, the pressiuecontrolled.switch 17 operates to shut oli o1:start the explosive engine 1 as hereinbefore described. When theoperator desires to let the vehicle stand for any length of time he willclose the valve 24 so that approximately the maximum pressure in thetanks 8 can be utilized at a later period of time to start the explosiveengine l, which starting is done by the operator The explosive engine 1may be cooled by any suitable means and is preferably aircooled so thatno water will be required in the running of the vehicle; and verysatisfactory means for cooling said engine are shown, described andclaimed in my copending application for power apparatus and methodofair-cooling the same, tiled February 16, 1915, Serial No. 8G49, andnot shown, described and claimed herein since they embody a separateinvention from this present invention.

1. A self-propelled vehicle having an axle constructed in anintermediate and two outer sections; a clutch normally connecting theintermediate section with one of the outer sections; a clutch normallyconnecting the intermediate section with the other outer section; motorsfor the sections respectively i to drive such sections independently ofeach other; and means for operating the clutches to disconnect either of'the outer sections from the intermediate section without disconnectingthe other outer section from the intermediate section so that the powerof the motor of the intermediate section may be applied at one time todrive both the outer sections,and at other times to drive one outersection exclusive of the other outer section or vvice versa.'

2. A self-propelled vehiclehavinga swinging axle; traction wheels'onsaid axle; a rotating axle constructed in intermediate and two outersections; clutch means normally connecting the intermediate section andone of the outer sections for their simultaneous operation; clutch meansfor normally connecting the intermediate sections and the other outersection for their simultaneous operation; motors for the sections tivelyto operate said sections independently of .each other; and meansconnecting the front andrear axles to operate theclutch means todisconnec j one. of said sections from the inteaaiediate ectionwhen thefront respecaxle is turned in one direction, and vice versa, when thefront axle is turned in the other direction.

3. A self-propelled vehicle having a swinging front axle, arotating-rear axle, said rear axle having three sections, clutch meansnormally connecting said sections together for simultaneous operation, amotor to operate each of said axle sections, and means connecting thefront and rear axles to operate the clutch means to disconnect one ofsai-d sections 'from another section when the front axle is turned.

fl. A dirigible vehicle having a sectional rear axle consisting of threesections, trae tion wheels on the two outer sections, motive power unitsfor the three sections respectively, and selective coperative means forconnecting the three sections simultaneously to drive the tractionwheels, and means for selectively disconnecting one of the outersections from the intermediate section, and vice versa'. l y

5. ln a dirigible vehicle the combination with a driving axle consistingof three sections, traction wheels on the two outer sections, and motivepower units for the three sections respectively, of selective meanscoperatively connecting the intermediate section to the end sections todrive the traction wheels,

selectively with three motors for two wheels or with one motor for onewheel .and two motors for the other wheel.

6. in a dirigible vehicle the combination with a driving axle consistingof an intermediate section and two end sections all of which have acommon axis, traction wheels on the end sections, and a motive powerunit or operating each section, oi' means for shifting the power fromthe intermediate section to either of'said end sections.

7. ln a dirigible vehicle the combination with a driving axle,consisting of an intermediate section and two out/er sections having acommon axis and capable of differential rotation, of motive power unitsto operate each section, selective contact members to cause the sectionsto rotatel in unison, or to rotate one or the other independently of theother two and traction wheels on the end sections. 8. ln a dirigiblevehicle the combination with a rear driving axle consisting of threesections having a common axis, a motive power unit to operate eachsection, and traction wheels driven b, the end sections; of means tocause the tiree sections to rotate in unison, and means to disengage theintermediate section from either of the end sections.

9. Ina dirigible vehicle the combination with a rear driving axleconsisting of three sections having a common axis, a motive power Aunitto operate each section, and tracf tion wheels `driven by the endsections; of

clutch members carried by the sections, said clutch members beingnormally in contact, and means operated by turning the vehicle todisengage adjacent clutch members.

10. In a dirigible vehicle the combination with a rear driving axleconsisting of three sectionshaving a common axis, a motive power unit tooperate each section, and traction wheels driven by the end section; ofclutches normally connecting the sections to one another, a front axleangularly movable about a vertical axis, and means whereby the angularmovement of the front axle shifts either one of said clutches out ofconnecting position.

11. In a dirigible vehicle the combination with a rear driving axleconsisting of three sections having a common axis, a motive power unitto operate each section,and traction wheels driven by the end sections;of clutches normally connecting the sections to one another, a frontaxle angularly movable about a vertical axis, means whereby the angularmovement of the front axle shifts either one of said clutches out ofconnecting position, and means operatively connected to the intermediatesection to swing the front axle to steer the vehicle.

12.' In a dirigible vehicle the combination with a rear driving axleconsisting of three sections 'having a common axis, a motive powerunitto operate each section, and traction wheels driven by the end sections;of clutches connecting the sections to one another, and means foralternatively disengaging said clutches.

13. In a dirigible vehicle the combination with a rear driving axleconsisting of three sections having a common axis, a motive power unitto operate each section, and traction wheels driven by the end sections;of means whereby the driving power of the intermediate section may bemade coperative with the driving power of either or both of the endsections.

14. In a dirigible vehicle the combination with a rear driving axleconsisting of three sections having a common axis, a motive power unitto operate each section, and traction wheels driven by the end sections;of a clutch between the intermediate section and each of the outersections eectual to control the rotative power of the three sections, anangularly movable front axle, bellcranks to o erate the clutches, andconnect ing means etween the bell-cranks and the front axle t throw outone of said clutches .when the front axle is shifted to steer thecapable lof diierentia vehicle from a straightcorse.

15. In a vehicle-driving axle the combination with two end sections andan intermediate' section having a common axis Aan rotation, and a motivepower unit to driveeach section; 'o spring-actuated clutchesbetween thesec- 'multaneous rotation of the traction wheel driven i two'Y 'endsections,

capable of differential rotation,` and motive power units, one to driveeach section; of clutch members cooperating with said sec tions to causethe simultaneous rotation thereof, and means for alternately shiftingone of the clutches to an inoperative position while its companionclutch is active.

17. In a vehicle driving axle the combi-v nation with two end sectionsand all intermediate section having a common axis and capable ofdifferential rotation, and a motive power unit to drive each section; ofa traction wheel driven by each of the end sections, clutches effectualto cause the siaxle sections, and means for disengaging either of saidclutches to retard the speer of one traction wheel and increase the speeof the opposite traction wheel.

18. A dirigible vehicle having a sectional driving axle; air engines,there being an f air engine to drive each section, means for selectivelycoupling the sections together, an air compressor forv supplyingcompressed air to the air engines, and a' gasolene motor to drive theair compressors.

19. A dirigible vehicle comprising a rear axle of three sections havinga common axis and capable of dierential rotation, a motive power unit toactuate each section, a

by each end section, clutches effectual to cause the simultaneousrotation of the axle sections, and means for disengaging either of vsaidclutches t0 retard the'rotation of one traction wheel and to increasethe rotation of the opposite traction wheel, said disengaging meanscomprising a swiveled front axle, a ifth wheel carried by the frontaxle, means for swinging the front axle to steer the vehicle, a reachextending between the front and rear axles, bell cranks pivoted near therear axle to said reach and actuating said clutches, a forward rockerpivoted to the reach adjacent to the fifth wheel, connecting rodsmaintaining the parallelism of said rocker and rear axle, said pinactuating said rocker 1nA either direction 1n accordance with the frontaxle. when turned to steer the vehicle from a straight course andthrough said parallel connecting rods and bell cranks disengaging one ofsaidl clutches on tlferear axle.

20. In a' dirigible vehicle a rear driving axle Lhaving an intermediatesection and traction wheels actuated' by the end sections, clutchesnormally oper.

III

III

ating the three sections in unison andmeans for disengaging one of saidclutches, said;A disengaging means comprising a front axle# a fifthWheel on the front axle, a pin pro-'- jecting from the fifth Wheel, areach between the front axle and rear axle,.means for actuating theclutches operatively mounted .-.on the reach andengaging said pin in theposition by a spring to connect the axle sec-A tions together forvsimultaneous operation, a rocker'pivoted to the reach and provided Withan open-sided socket, means operatively connecting the rocker to theclutch, a latch-pin shiftably mountedin the reach .to engage said socketto hold the clutch out of clutching position against the force of theclutch spring, and a. latch-releasing pin in the fifth-Wheel engagingthe socket When the fifth Wheel is in alinement With the reach andadapted to engage the latch-pin to move said latch-pin out of latchingposition when the fifth Wheel is swung on its pivot.' l

22. In combination, a reach, a sectional rear axle comprisingintermediate and end sections and journaled to the reach and porvidedwith rearwheels on its end sections, a fifth Wheel pivoted to the reachand provided With front Wheels, an engine connected to each of the axlesections, clutches normally in'clutching position to conneict the rearaxle sections to one another, means operated by swinging of the fifthWheel on its pivot to throw one of said clutches out of clutchingposition, and means operatively connecting the fifth Wheel'to theintermediate axle section.

23. In combination, a reach, a sectional rear axle comprisingintermediate and end sections and journaled on the reach and providedwith rear Wheels on its end sections, a fth Wheel pivoted to the reachand provided with front Wheels, an engine connected to each of the rearaxle sections,

clutches normally in' clutching position to.

connect the rear axle sections to one another,

means operated by swinging ofthe fifth Wheel on its pivot to throw oneof said clutches out of clutching position, driven means4 operativelyconnected to the intermediate axle section, and manually operated meansto operatively connect and disconnect the driven means and' fifth Wheelto and fromone another. Y y In testimony whereof, I have hereunto set myhand at Los Angeles, California,

vthis 9th day of February, 1915.

GEORGE H. BARNES. In presence off- JAMES R. ToWNsEND, F. M. KEENEY.

@spies of this patent may4 be obtained for nwe cents each, by arlreuaingthe Commissioner of Patents, y ,i rv 1.. L

